EL Falcon engine changes:

An article covering the changes made to the EL Falcon six cylinder and V8 engine range.

INDEX:
Six cylinder.
Hybrid Six cylinder.
V8.

The Falcon six cylinder received relatively few changes from the EF specification for EL, with the major differences being in the ignition system and crankshaft. Ignition wise, the EL went back to the older style distributor electronic ignition rather than the EF's coil pack distributor less style. Officially, the reason for this was a last minute cost saving to allow the significant investment needed for AU - unofficially rumours circulated about reliability issues of the coil pack used in EF.

The Crankshaft was reduced from 12 counterweights (EF) to only 8, lightening the engine and contributing very little to increased vibration / harshness. In theory, this should mean the EL engine revs out easier - although I have never heard anybody make this observation.
Minor changes were the deletion of both rocker cover and cylinder block paint - both cost saving measures inspired by the efforts of many overseas manufacturers. In addition all Falcons now received a laminated pressed steel sump as a noise reduction measure - previously reserved for Fairmont Ghia, Fairlane & LTD. Tickford sixes still retained their red painted rocker covers.

'Hybrid' Six Cylinder:

Introduced in January 1998, the 'hybrid' six (as it was known internal to Fords - far different to the now usual connotation associated with the word 'hybrid' referring to a combined electro/internal combustion engine) was introduced to allow the early conversion of many of the Geelong machine lines to AU specifications. Externally the engines were identical to the earlier EL Falcon engine however featured full AU specification blocks as well as the AU's low inertia valve train. Unfortunately this did not extend to the AU's head, head studs or head gasket so these engines are still subject to head gasket failure as a routine part of ownership. This change did however involve changing the normally parallel valve springs to the newer conical AU items requiring new tools when servicing.

The valve stem seal was also redesigned in these engines to accommodate the thinner stem of the inlet and exhaust valves. Included in the redesign was a new installation specification for the valve stem seal (depth) so check your work shop manual for the appropriate specs if you come across one of these. The block change necessitated a special 'hybrid' crankshaft to be made, with large main bearings to suite the AU block and EL size big ends to allow the EL spec conrods still to be used. The hybrid crankshaft can be identified by the letters 'VR' cast into it verses 'WR' which signifies a full AU spec crankshaft. There was little doubt that this was the best six cylinder to date - only eclipsed by the AU engine itself.

Rare Escapes:

One to watch for - keep your eyes peeled for roughly 20 or so EL GLi's, Futura's & Fairmonts fitted with XR6 engines (identified by a 'T' cast into the front of the cylinder head). Due to a prolonged breakdown at the Geelong engine plant, these engines were fitted out of sequence to avoid stopping the Broadmeadows assembly line. Although I have not sighted any of these vehicles - they are out there somewhere and should provide at the very least considerable curiosity value and possibly even collect ability in future years.

The EL Falcon V8:

The same old clunker was continued for EL featuring a measly 165kW (measly when you consider the Falcon six cylinder produced 157kW) although was increased a massive 0.5kW to 170kW in the XR8 courtesy of a freer flowing twin exhaust (Note: the increase in exhaust note was worth every penny!) Towards the end of the EL's life span, the AU's 185kW 5.0 litre V8 was introduced in XR8 as Tickford "desperately searched for more power" against the newer and more powerful 179kW VT SS which could also be had as an HSV optioned 195kW engine pack. Curiously, with the introduction of the 3.45:1 rear axil ratio a 185kW XR8 would be able to out accelerate both Holden offerings until the coming of age of the 220kW Gen III Chevrolet power plant - but by then you were well and truly into AU territory.

Early XR8 V8's can be identified by the inclusion of Ford's die-cast aluminium engine cover (cast in Geelong) over the dizzy / forward area of the motor while the later 185kw versions can be immediately identified by the lack of this item and the new "Explorer" intake manifold, which is distinguished by a larger plenum and slightly larger looking runners. Shipped straight from America, these engines featured much greater torque characteristics (sorely needed when you've got to lug around a heavy 4WD!) and would eventually lead to the Ford's dominance over the slightly more powerful (as far as the figures went anyway) VT SS. With this change also came a diff ratio decrease all the way to 3.45:1 making for much snappier acceleration figures.

(Back to the EL History / Tech INDEX.)

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